Centralized traffic controlling system



. ept- 20, 1932- R. F. WELLS ET AL CENTRALIZED TRAFFIC CONTROLLING SYSTEM Filed Jan. 24, 1931 2 Sheets-Sheet l INVENTQRS wlqerjereau and Q.

B F We! Is Y WMVQWZQ W ATTORNEY Patented Sept. 20, 1932 ROBERT E. w LLs AND DONALD w. MERSEREAU, OF ROCHESTER, NEW YORK, AS: SIGNOR-S T GENERAL RAILWAY SIGNAL COMPANY, or ROCHESTER, nEw YORK CENTRALIZED TRAFFIC CONTRQLLING SYSTEM Application filed January 24, 1931. Serial No. 511,046.

This invention relates to centralized traffic controlling systems, and more particularly to a system of thistype when applied to a single track railroad signalled to facilitate both directions of train movement.

Single track railroads are usually equipped with signalling systems of the absolute-permissive-block type, in which trains may move in only one direction in a single track section atone time, and Where following trains are protected by signalling indications of clear, caution and stop, depending on the extent of unoccupied track ahead, the same as in double track signalling where trains can move in one direction only and where a danger signal indicates the entrance into an occupied block, the passage of a caution signal indicates the entrance into a block in the rear of an occupied blOClI, and the passage of a clear signal manifests at least two unoccupied blocks in advance of such signal. In other words, absolute-permissive-block or A. P. B. systems prevent the entrance of all opposing trains and permit the movement of following trains with the usual train spacing. In absolutepermissive-bloclr signalling systems of the superimposed manual control type the starting signals as well as the entering signals located at each end of each single track section have superimposed thereon manual control, so that these signals may be held at stop through suitable control mechanism controlled from a central oflice. A system of this type has been shown in the prior application of S. N. WVight, Ser. No. 48,553, filed August 6, 1925. Absolutepermissive-block signalling systems usually include two turnble-down circuits, one for each direction of trafiic, through the medium of which the home-and-distant relay for each signal of a single track section is controlled by the homeand-distant relay of the signal next in advance, these tumble-down circuits usually use a common return wire.

In view of the above and other important considerations it is proposed in accordance with the present invention to check each linkcircuit, so to speak, of a tumble-clown circuit for one direction oftraiiic by'including in it the back contacts of two home-and-distant relays in tumble-down link-circuits for the other direction of trafiic, from which it is apparent that the link-circuit of one tumbledown circuit for one direction of traffic only can be energized at a time. With the em ployment of this cross check or interlock between the tumble-down circuits it is apparent that the direction of traflic cannot readily be set up by the approaching trains themselves, as is done in the usual A. P. B. system, and that it is necessary to determine which ofthe two tumble-clown circuits shall be permitted to be energized through the medium of manually controlled control relays located at the ends of the single. track section. Another feature of the present invention resides in an interlock between the starting signals for one direction of traflic and the tumble-down circuits for governing trafic in the opposite direction.

Other objects, purposes and characteristic features of the invention will in part be pointed out hereinafter and will in part be obvious from the drawings.

In describing the invention in detail reference will be made to Figs 1A and 1B, which if laid end to end constitute a drawing which shows the invention applied to a single track section connecting the ends of diverging routes or passing sidings.

Referring to the drawings the track rails I of the main track, including the single track section 0, and passing sidings PS and PS have been shown divided into blocks by insulating joints J to provide the usual track circuits and detector track circuits.

At the left hand endlor west end of the single track section 0 is shown aswitch S for governing the movement of traffic between the passing siding PS and the single tracl; section 0, and'at the east end of the single track section 0 is shown a track switch S for connecting this single track section to the passing siding PS With the track switch S are associated a main starting'signal 2 and a dwarf starting signal 2 for governing,

respectively,movement of trains 0d of the main track and off of the side track of the passing siding PS into the single track section 0, and similarly has associated therewith the entering signal 1 and the take-siding signall for governing the movement of trains oil of the single track section G into the main track and the side track of the passing siding PS Similarly, the track switch S has associated therewith starting signals 7 and 7, an entering signal 8 and a take-siding signal 8 c The detector track circuit associated with the switch 8 includesa track relay D1 and a battery 11, the track circuit in advance of the signal 2 includes the track relay 21 and the track battery 12, the track circuit in the advance of the signal 3 includes the track relay 3T and a track battery 13, the track circuit in advance of the signal 4 includes the track relay 4'1 and a track battery 14, the track circuit in advance of the signal 5 includes a track relay 5T and a tr ck'battery 15, the track circuit in advance of the s' nal 6 includes a track relay 6'1 and a track battery 1.6, the track circuit in advance of the signal 7 includes the track relay 7'1 and a track battery 17, and the detector track circuit associated with the switch S includes a track relay DT and a track battery 18.

Attention is directed to the fact that of these starting signals 2, 2, 7 and 7 and the entering signals 1, 1, 8 and 8 are stopand-stay signals as conventionally indicated by the rectangular signal blades, and that the intermediate signals 3, 4, 5 and 6 are permissive signals as conventionally indicated by the pointed blade, it being, of course, understood that the present invention. is not limited to signals of the semaphore type, and that multiple aspect color light signals or color light signals of the movable spectacle type'may be used, if desired, in which color light signals or other. signal characteristics are used to distinguish the stop-and-stay signals from the permissive signals.

Each signal has been shown controlled by an associated home-and-distant relay HD having a prefix numbercorresponding to the reference number of the signal, this controlhas been shown conventionally by dotted lines, and may, if desired, be the same as shown in the prior application of S. N. Night, Ser. No. 48,553 above referred to, or if light signals are used may be the same as shown in the application of S. N. Night, Ser. No. 120,423 filed July 3, 1926. Similarly, there is associated with. each signal a di rectional stick relay, such directional stick relay, having, however, not been shown for thesignals 1, 2, 7 and 8, which directional stick relays arecontrolled in the usua way, for instance,'as illustrated in the prior applications above referred to.

At the west end of the single track section has been shown a control relay 221E which;

may be controlled from the central office DO in any suitable way as for instance by the lever L through the medium of the line nevaoee wire 20 and the contact 21, the control relay lZVV used for governing the movement of trains from the single track section O into the passing siding PS being controlled by the lever L through the medium of the wire 22. Similarly, the west bound control relay 'ZZVV is controlled by the lever L through the medium of line wire 23 and contact 24 of this lever L and the east bound control relay SZE is controlled through this same lever L and the line wire 25.

Having now pointed out the essential elements of a single track section of railway track through which trains may move in opposite directions, it is believed expedient to consider the operation of the system, that is, the movement of trains from one/passing siding to the next passing siding and observing how such direction of train movement may be changed by theoperator, at will.

Operation Let us first note that the signal 4 is the only signal that indicates clear, the signal 6 is the onlyone that indicates caution and that the remaining signals all assume the sto position. The signal 4 indicates procee because the tumble-down circuit for moving traihc from west to east is intact, and the signal 6 indicates caution because although east bound direction of traffic has been set up, the next si nal in advance, namely the signal 8, is manually held at stop through the medium of the relay SZE, which relay is in its left hand normal stop position. 7

The home-and-distant relay 6H1) is energized to its left hand position, permitting the signal 6 to assume the caution position through the following circuit :beginning at the terminal of a suitable split battery, contact 30 of the signal 8 assuming its stop position, wire 31, contact 32 of the re lays 'ZZVV assuming its right hand position, wire 33, back contact 34 of the home-anddistant relay 'ZHD, wire 35, contact 36 of the signals 7 assuming the stop position, wire 37, contact 38 of the signal 7 assuming its stop position, wire 38 front contact 39 of the track relay DT wire 40, front contact '41 of the relay 7 T wire 42, front contact 43 of the relay 6T, wire 44, back contact 45 of the directional stick relay 58, wire 46, back contact 47 of the relay 5HD, wire 48, windin of the relay 6HD,.to the common return wire 0 connected to the midpoint of said split battery.

Similarly, the relay 4HD is energized under the assumed conditions through the following circuit :-beginning at the terminal of a suitable split battery, front contact 50 of the relay 6HD,elements 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62- and 63, winding of the relay 4HD, to a common return wire C connected to a midpoint of said split battery.

Similarly, the relay 2HD is energized through the following circuit :beginning at the positive terminal of a suitable split battery, front contact 65 of the relay 411D, elements 66, 67, 68, 69, 70, 71, 72, 73, 7 1, 75 and 76, winding of the relay 2HD, to a common return wire C connected to a midpoint of said split battery. i 7

Let us now assume'that there is an east bound train standing on the main track of a passing siding PS and that the operator wishes this train to pass into the main track of the passing siding PS The operator may first clear his entering signal-8, which is'accomplished by operating his lever L to the right, signifying east bound traffic, under which condition the east bound relay .SZE is energized to its right hand position through the medium of the line wire 25 and causes the signal 8 to be cleared through the following circuit :beginning at the terminal of a suitable battery, contact 80 of the relay8ZE, Wire 81, contact 162 of the relay DT wire 163, switchbox contact 82 closed only if the track switch S assumes its: main track position, wire 83-, contacts 84 and 85 of the relay 8HD, and suitable wires for controlling the signal 8 to a position corresponding to the polar position of the relay 81-11), and conventionally shown by the dotted line 86. Clearing of the signal 8 will of course allow the signal 6 to assume the clear position by reason of the reversal of polarity applied to the relay 6HD. Similarly, the operator may clear the signal 2 by operating the east bound relay 2ZE to its right hand position in response to movement of the lever L to its right hand position, un der which condition the signal 2 is cleared through the following circuit :beg@nning at the terminal of a suitable battery,

contact 87 of the relay 2ZE, wire 88, switch box contact 89 closed only when the track switch S assumes the main track position, wire 90, contacts 91 and 92 of the relay 2H1) and through suitable wires conventionally shown by thedotted line 93.

The train under consideration may thus now respond to the clearing of the signal 2 and pass into the single track section 0. As

this train passes the signal 4 it will pick up the stick relay 4S, all is well understood by those familiar with the art of A. P. B. signalling, and will effect dropping of the relay 4H1), so that the relay 2HD is energized by current of negative polarity fed through the front contact 94 of the directional stick relay 4S and the back contact of the relay 4HD, respectively. Similarly, passage of this train by the signal 6 will pick up the directional stick relay 6S and drop the relay 6l-ID, there by applying current ofnegative polarity to the relay HD through the front contact 95 of the relay 6S and the back contact 50 of the relay 6H1). Picking up of the relay 4H1) will of course return the signal 2 to its clear position. The train may thus continue its movement into the main track of the passing siding I Let us now assume that there is a west bound train standing on a passing siding PS and that the operator at the central office DO wishes this train to proceed through the single tracksection Oand into the main track of the passing siding PS The operator will first operate his lever L to the left hand position, thereby returning the relay 2ZE to its left hand position. Movement of the lever L to its left hand position will effect operation of the relay 1ZWV to itslefthandposition. Operation of the relay 2ZE to its left hand position closes the energizing circuit for the relay SHD at the contact of this relay2ZE, :1

but this will be of no avail since this circuit is open at numerous other points, .suchforinstance as at back contacts of thehome relays 2H1) and 41-11). Operation of the relay lZW to its left hand position will close the energizingcircuit for the signal 1 which may be traced as follows :'beginning at the terminal of a suitable battery, contacts 101 of the relay lZW assuming its left hand position, wire 102, contact 98 of the detector track to its left position thereby returning the control relay SZE to its left hand position and operating the control relay 7Zl/V to its left hand position, in which position the tumbledown link circuit for the relay 6HD is broken at the contact 32, and in which position of relay 'ZZVV the circuit for controlling the starting signal 7 at one point, namely at the contact 160 of the relay 7 ZW, will be closed. The signal 7 will, however, not clear because the relay 7HD is still de-energized. Opening of the contact 32 of the relay 'ZZWV will, however, break the energizing circuit for the relay GHD, which in turn through its contact 50 will break the energizing circuit for the relay 41-11), and which relay ll-ID through its contact 65 will break the energizing circuit for the relay 2HD. In other words, the west to east tumble-down circuit will be caused to tumble down, and as soon as the relay 4HD reaches its deenergized position, the east-towest tumble-down circuit will begin to tumble up, so to speak, this by closure of the energizing circuit for the relay 3HD, which may be traced as follows :beginning at the terminal of a suitable split battery, contact 10% of the signal 1 assuming its clear position,

wire 105, contact 100 of the relay 2ZE, wire 106, back contact 107 of the relay 2H1), wlre 108, front contact 109 of the detector track relay DT}, contact 110 of the signal 2 closed a! only when the signal 2 is in the stop position, wire 111, contact 112 of the dwarf signal 2 assuming its stop position, wire 113, contact 114 of the-relay 21, wire 115, contact 116 of the relay 3T,-wire'117, back contact 118 of the relay 4H1), wire 119, back contact 120 of the relay 4S, wire 121, winding of the relay BHD to the midpoint C of said split battery. Picking up of the relay 3H1) will close the energizingcircuit for the relay 51-11) which may be traced as follows :beginning at the terminal of a suitable split battery, front contact 122 of the relay 3H1), elements 123, 124, 125, 126, 127, 128, 129, 130, 131, 132, 133, 134 and 134, winding of the relay 511D to the midpoint C of said split battery. Similarly, picking up of the relay H1) closes the following energizing circuit for the relay 7H1) :beginning at the terminal of suitable split battery, contact 135 of the relay 5H1), elements 136, 144, 145, 146, 147, 137, 138, 139, 140, 141, and 142, winding of the relay 7HD, to the midpoint C of said split battery. Picking up of the relay 7H1) will permit clearing of the signal 7 through the following circuit :beginning at the terminal of a suitable battery, contact 160 of the relay 7ZlV assuming its left hand position, wire 161, switch boX contact 164 closed only when the track switch S assumes its main track position, wire 165, contacts 166 and 167 of the relay7lll), through suitable wiring conventionally shown by the dotted line 168, through the signal mechanism of the signal 7 to the other terminal of saidbattery. The west bound train occupying the main track of the passing siding PS may thus in response to the clearing of signal 7 proceed into the single track section 0, and will upon each passageof a .signal place that signal in a stop position and allow the next signal in the rear to move from the stop to the caution position, all throughv the medium of T at home-and-distant relays and directional stick relays as readily understood from the circuits as heretofore traced, so that this train will eventually pass into the main track of the passing siding PS Attention is. directed to the fact that each home-and-distant relay Hi) can only be energized if the associated home relay for the opposite direction of traffic is deenergized and the opposing relay at the next signal location in advance is deenergized, so that it is absolutely impossible to set up clear sig- .60 nals for both directions of traffic, this irrespectivev of the condition of the directional stick relays. Also, it will be noted, that in order to change the direction of trafiic set up, the operator must first cause the opposing tumble-down circuit to tumble down and after this has happened he may cause the other tumble-down-circuitto tumble up, so to speak.

Although no particular means has bee shown for operating the track switches S and 5 these track switches are preferably operated by a switch machine controlled from the central office D0 in any suitable manner, which features have for convenience been omitted. it is of course understood that suitable means could be provided for indicating to the train crew when this switch is to be operated in the event the switch is to be operated by hand. Assuming that the switch S may be operated to either of its. two positions in response to the operation of a control relay controlled from the dispatchers oihce DO, it is apparent that the contact 101 of the relay lZN assuming its left hand position will select the take-siding signal 1, through the medium of the wire 150 and the switch box contact 103 assuming the take-siding position, instead of selecting the signal 1. Similarly, if the track switch S assumes the reverse position, operation of the control relay 8ZE to its right hand posi tion will effect clearing of the take-siding signal 8, through the inedium of the wire 151 and the switch box contact 82 assuming the take-siding position, instead of selecting the signal 8.

i ipplicants have thus provided an absolutepermissive block signallingsystem'in which very through checkingor interlocking be- 7 tween opposing tumble-down-circuits is car 100 ried out, and in which the operator must manually set up the desired direction of traffic movement. 1

Having thus shown and described one rather specific embodiment of our invention, 165 it is desired to be understood that the particular embodiment selected has been selected for the purpose of disclosing thev underlying principles and features of safety'of the system rather than showing the exact construc- 111) tion preferably employed in practicing the invention or illustrating the scope of the invention, and it is further desired to be understood that suitable additions and modificaions may be made to adapt the invention 115 to the particular track lay-outto which the invention is to be applied all without departing from the spirit of the invention or its scope, except as demanded by the scope of the following claims. a i

What we claim as new is 1. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections, of signals for governing traffic in one'direc- 125 tion and s gnals for governing traflic in the otherdirection through said section, a relay for controlling each signal included in a circuit including a front contact of the relay for the next signal in advance and including a 130 back contact of the relay for an adjacent signal governing traific in the opposite direction, and manually controllable means for permitting relays controlling signals for governing traflic in one of said directions to be held at stop.

2. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections, of signals for governing traific in one direction and signals for governing trafic in the other direction through said section, a relay for each signal, a tumble down circuit for each direction of traiiic comprising a plurality of link-circuits each link-circuit of which includes one of said relays and is controlled by the relay of the next link-circuit in advance, and means for interlocking each link of one tumble-down circuit with one link of the other tumble-down circuit in such manner that if one tumble-down circuit is energized all the links of the other tumble-down circuit are ole-energized.

3. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections, of signals for governing traiiic in one direction and signals for governing traffic in the other direction through said section, a relay for each signal, a tumble-down circuit for each direction of traiiic each comprising successive link-circuits one for each relay and each link-circuit controlled by the next link circuit in advance, and means for interlocking individually the link-circuits of said tumble-down circuits.

4. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections, of signals for governing trafiic in one direction and signals for governing traffic in the other direction through said section, a relay for each signal, a tumble-down circuit for each direction of traiiic each comprising successive link-circuits one for each relay and each link-circuit controlled by the next link circuit in advance, means for interlocking the link-circuits individually of said tumbledown circuits, and means for'manually controlling said tumble-down circuits.

5. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections, of signals for governing traiiic in one direction and signals for governing traffic in the other direction through said section, a relay for each signal, a tumble-down circuit for each direction of trafiic each comprising successive link-circuits one for each relay and each link-circuit controlled by the next linkcircuit in advance, and a back contact of the relay for one link circuit included in the adj acent link-circuit for the opposite direction of traffic. 1 V

6. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections of signals for governing traffic in one direction and signals for governing traflic in the other direction through said section, a relay for each signal, a tumble-down circuit for each direction of traffic each comprising successive link-circuits one for each relay and each link-circuit controlled bythe next link circuit in advance, and means for interlocking the link-circuit for one direction of 'trafiic with the adjacent link-circuit for the opposite direction of trafiic.

7. In a signalling system for single track railroads, the combination with a single track section connecting two double track sections,

of signals for governing traffic in one direction and signals for governing traffic in the other direction through said section, a relay for each signal, a tumble-down circuit for each direction of traffic each comprising successive link-circuits one for each relay and each link-circuit controlled by the next link circuit in advance, means for interlocking the link-circuit for one direction of trafic with the adjacent link-circuit for the opposite direction of traffic, and other means for inter locking said tumble-down circuits.

In testimony whereof we hereby aflix our signatures.

ROBERT F. WELLS. I

DONALD W. MERSEREAU.

DlSOLAMER 1,878,083.R0bert F. Wells and Donald W. Mersereau, Rochester, N. Y. CENTRAL- IZED TRAFFIC CONTROLLING SYSTEM. Patent dated September 20, 1932.

Disclaimer filed February 28, 1936, by the assignee, General RailwaysS'ignal Company.

Hereby enters this disclaimer, by disclaiming from claim 1 any system, except wherein the relay for controlling each signa is included in its own individual circuit Which comprises its own individual line Wire and a return Wire common to a similar circuit for the relay of a signal governing trafiic in the opposite direction; and further disclaims claims 2, 3, 4, 5, 6, and 7.

[Ofiieial Gazette March '17, 1936.] 

